外文翻譯--列車制車系統(tǒng)比例閥測(cè)控試驗(yàn)臺(tái)的設(shè)計(jì)與研究

1、<p>　　Proportional valve control system of train car system test rig design and research</p><p>　　Trains are proportional valve can make the vehicle's braking rate not along with the change of load

2、change, keep a constant, to reduce the train braking on the longitudinal impulse, avoid empty with the braking force is too large to wheels, brake shoe, holding in death of the wheels sliding on the rail abrasion wheel,

3、and heavy car due to insufficient braking force can't park within the prescribed braking distance. Because trains are proportional valve importance related to the personal safety, </p><p>　　Railway is th

4、e artery of national economy, it shoulders the heavy task of passenger and cargo transportation. With the rapid development of economic and social progress, the railway passenger traffic volume continues to grow, the tra

5、nsport capacity of railway system is higher and higher requirements are put forward. In this case, in addition to need to put more rail lines, increase the speed of train is a more effective way to solve the capacity sho

6、rtage. On August 1, 2008, the beijing-tianjin i</p><p>　　System's hardware design including pneumatic, electric control system, hardware test-bed control system optimization, etc. First of all, based on

7、the sense of train load proportional valve performance test requirements, puts forward the initial scheme of circuit design, clear the design idea and method; Then, through the analysis of the ratio of the initial plan f

8、or the further optimization to improve; Finally, equipped with a pressure transducer, data acquisition card, etc. Main control parts o</p><p>　　According to train main test indicators, load proportional valv

9、e test rig must be able to provide for train sense of proportional valve, therefore, in this paper, on the basis of initial design, through the further optimization and improvement of the performance to price ratio, the

10、formation of the final construction scheme optimum pneumatic circuit.</p><p>　　Sense of train load is proportional valve need fast charging, exhaust, solenoid valve work frequency is higher, so generally use

11、 the MAC valve company production balance type multi-purpose valve control valve (EP), EP valve pneumatic circuit. Within the dotted line 2 2 2 2 EP solenoid valve and valve (6) constitute a wind, relief valve, controlle

12、d by the master control system of computer, also can through the control panel buttons (1) backup systems, pneumatic systems). Manual control charging b</p><p>　　Three channel control mode (computer control

13、of automatic test systems, panel button manually test system, switch valve manually test system), and better satisfy the requirement of the test bench work. Master control system working principle is: the solenoid valve

14、to electricity, EP valve according to the braking instruction, train are proportional valve inflatable and exhaust. Through physical partition loss of electricity, the solenoid, prevent gas pipeline leak, achieve train s

15、ense of proport</p><p>　　Because Labview test software set frequency is higher, this circuit structure generally use the MAC valve company produces the balance type multi-purpose valve valve (EP) for measure

16、ment and control. Model: 120B-501BAAD、140B-501BAAD, up to 50 Hz frequency, high sensitivity. EP valve only wiring for power supply and input signal, it can not only make the proportion of pressure, flow direction and flo

17、w control system constitutes a simple, but also facilitate a variety of awaiting approval. EP valv</p><p>　　Solenoid valve is used to control fluid flow in the direction of the automation of basic components

18、, belonging to the actuator; Is typically used for machinery and industrial control valve, to control the direction of medium, so as to achieve control of the valve switch. Electromagnet as the driver of the pilot valve,

19、 the performance of the entire element characteristics have important influence, both the steady-state accuracy and dynamic response performance, reliability and anti-interference a</p><p>　　Electromagnetic

20、valve selection should first of all, in turn, follow the safety, reliability, applicability and economy of the four principles, the second is based on the six aspects of site conditions (pipeline parameters and fluid par

21、ameters and pressure parameter, electrical parameter, action mode, special requirements to choose) 23 ~ 25.</p><p>　　In the pneumatic circuit, using the four common electromagnetic valve, respectively contro

22、l Cv2 mouth signal (Ps) and exhaust wind wind, Cv1 mouth always wind (Pin) charging and exhaust.</p><p>　　Because of the Labview test software set frequency is higher, generally use the MAC valve the balance

23、 type multi-purpose valve for measurement and control valve (EP). Model: 120 b - 501 baad baad, 140 b - 140. Up to 50Hz frequency, sensitivity high, the price is relatively high.</p><p>　　Ordinary electromag

24、netic valve price at 60 yuan/pairs, but ordinary cannot achieve EP solenoid valve high frequency movement, must carries on the corresponding modification. Measured by test computer send control commands to the solenoid v

25、alve work to 12 ms, drive time is too long, need to drive to 9 ~ 10 ms, drive for 11 hz frequency. Therefore, from the following two aspects in the design of drive time:</p><p>　　To improve the original MOS

26、tube + relay mode MOS tube drive systems;Solenoid valve.</p><p>　　In order to achieve the rapid absorption of dc electromagnet, release, there are two types of driving mode:</p><p>　　Hard drive

27、(constant power driver) :</p><p>　　Change the itinerary drives</p><p>　　And every other disk</p><p>　　Soft drive (power) :</p><p>　　High pulse, high suction, the low le

28、vel to maintain after absorption, high level. Japan's Toyota rapier loom USES a high drive, low maintenance. Soft drive implementation requires extra equipment and cost, from the economic point of view, this design U

29、SES the hard drive mode transformation of electromagnetic valve hardware parts:</p><p>　　(1) the valve port, from 2 mm to 1 mm, slow airflow;</p><p>　　(2) reduce the drive frequency of the low p

30、ressure differential;</p><p>　　(3) appropriate to reduce electromagnetic valve travel 0.2 mm;</p><p>　　(4) solenoid valve armature in every disk, in order to reduce the electromagnetic valve is

31、reset when the residual magnetism.</p><p>　　Through alteration and electromagnetic valve control system, using EP valve solenoid valve replaced, and the precision of the modified can improve to plus or minus

32、 2 kpa, but appeared the overcharge phenomenon, therefore, can be in in solenoid valve import and export, and 0.75 mm orifice, heat causes air currents to flat.</p><p>　　Using four two two-way solenoid valve

33、 and a two of the 3-way magnet valve (instead of charging, relief valve, the control principle is as follows:</p><p>　　1, 2, DT DT control train sense of proportional valve pressure signal of wind, 3, 4, 5 D

34、T, DT, DT control train load proportion valve outlet pressure;</p><p>　　When 1 DT, DT 2 losing electricity, the realization of train load proportional valve signal wind aeration;</p><p>　　In ord

35、er to prevent the air flow is too big, appear signal wind overcharge phenomenon, in 1 DT back-end constant orifice plug placement, to slow the flow, to improve control accuracy;</p><p>　　Signal charge occurr

36、ed after the wind, through 2 DT exhaust, reduce signal atmosphere pressure;</p><p>　　3 DT control output pouring, 4 DT for the exhaust air outlet;</p><p>　　5 DT can realize signal in accordance

37、with the requirements of the different wind air, but air flow instability, low control precision;</p><p>　　On the basis of the original, to further optimize the gas path, place the 5 DT after 1 DT constant o

38、rifice plug, can achieve different requirements of charging, can also use the same constant orifice plug slow airflow, reduce the air pressure fluctuation, improve control accuracy. This test bench has been formed the fi

39、nal design scheme of pneumatic circuit.</p><p>　　列車制車系統(tǒng)比例閥測(cè)控試驗(yàn)臺(tái)的設(shè)計(jì)與研究</p><p>　　火車是比例閥可以使汽車的制動(dòng)率不隨負(fù)載變化的變化,保持a恒定不變,減少列車制動(dòng)縱向沖動(dòng),避免空的剎車力太大車輪、制動(dòng)蹄、抱死車輪軌道平移砂輪和重型汽車由于制動(dòng)力不足不能把車停在規(guī)定的制動(dòng)距離。因?yàn)榛疖囀潜壤y的重要性關(guān)系到個(gè)人安全

40、,質(zhì)量提出了更高的要求,因此對(duì)列車荷載比例閥測(cè)試也提出了更多的要求。根據(jù)屬性的意義上的列車荷載比例閥,比例閥測(cè)試試驗(yàn)臺(tái)的設(shè)計(jì)研究。最后,在實(shí)際的測(cè)試表明,該試驗(yàn)測(cè)試精度高,性能穩(wěn)定,加載和卸載測(cè)試部分,快速、準(zhǔn)確地測(cè)定時(shí)間短、測(cè)試結(jié)果、高程度的可視化、歷史數(shù)據(jù)查詢方便,可以發(fā)展為培訓(xùn)意義上的比例閥和提供可靠的試驗(yàn)依據(jù)和在線檢測(cè)方法。</p><p>　　鐵路是國(guó)民經(jīng)濟(jì)的大動(dòng)脈,它肩負(fù)著沉重的任務(wù)的客貨運(yùn)輸。隨著中

41、國(guó)經(jīng)濟(jì)的高速發(fā)展,和社會(huì)的進(jìn)步,鐵路客運(yùn)量不斷增長(zhǎng),運(yùn)輸能力的鐵路系統(tǒng)是更高和更高的要求提出的。在這種情況下,除了需要把更多的鐵路,增加速度的列車是一個(gè)更有效的方法來(lái)解決產(chǎn)能不足。2008年8月1日,京津城際鐵路通車運(yùn)行正式,標(biāo)志著時(shí)代的到來(lái)高速列車在中國(guó),越來(lái)越多的高速鐵路將于未來(lái)。</p><p>　　系統(tǒng)的硬件設(shè)計(jì)包括氣動(dòng)、電氣控制系統(tǒng)、硬件試驗(yàn)臺(tái)控制系統(tǒng)優(yōu)化等。首先,根據(jù)意義上的列車荷載比例閥性能測(cè)試需求

42、,提出了初始方案的電路設(shè)計(jì),明確設(shè)計(jì)思想和方法,然后,通過(guò)分析比最初的計(jì)劃進(jìn)一步優(yōu)化改善;最后,裝有一個(gè)壓力傳感器、數(shù)據(jù)采集卡等。主要控制部件的電氣控制系統(tǒng),最后完成了列車荷載比例閥控制系統(tǒng)的硬件設(shè)計(jì)。</p><p>　　根據(jù)列車的主要測(cè)試指標(biāo)、負(fù)載比例閥試驗(yàn)臺(tái)必須能夠提供列車的感覺(jué),因此,比例閥在本文的基礎(chǔ)上,初步設(shè)計(jì),通過(guò)進(jìn)一步優(yōu)化和改進(jìn)的性能價(jià)格比,形成最終的施工方案優(yōu)化氣動(dòng)回路。</p>

43、<p>　　意義上的列車荷載比例閥需要快速充電,排氣,電磁閥工作頻率比較高,所以一般使用MAC閥公司生產(chǎn)平衡式多功能閥控制閥(EP),EP閥氣動(dòng)回路。在虛線2 2 2 2 EP電磁閥和閥(6)構(gòu)成一個(gè)風(fēng)、安全閥、控制的主控系統(tǒng)的計(jì)算機(jī),也可以通過(guò)控制面板按鈕(1)備份系統(tǒng),氣動(dòng)系統(tǒng))。手動(dòng)控制充電球閥,排氣閥構(gòu)成備用系統(tǒng)2(手動(dòng))。被測(cè)閥門火車是比例閥充電和排氣,用一個(gè)壓力傳感器信號(hào)壓力和輸出電信號(hào),傳送到電腦到壓力值,同時(shí)終

44、端壓力表顯示空氣壓力值直接,便于觀察。供氣壓力計(jì)顯示氣源壓力,壓力計(jì)調(diào)節(jié)負(fù)載控制計(jì)數(shù)器的壓力和信號(hào)控制計(jì)數(shù)器的壓力。精密調(diào)壓閥外的組合在進(jìn)口閥門,減少組合閥進(jìn)口壓力波動(dòng)、穩(wěn)定進(jìn)入氣室壓力,大大提高精度的穩(wěn)定性。精密調(diào)壓閥壓力調(diào)節(jié)壓力增加,壓差越大,信號(hào)的更快和更穩(wěn)定的風(fēng)壓力上升。但精度的壓力調(diào)節(jié)閥調(diào)節(jié)壓力太高,不利于信號(hào)壓力下降,經(jīng)過(guò)多次試驗(yàn),精密調(diào)壓閥的壓力將被派往700 kpa,使高壓差較高,信號(hào)風(fēng)壓力的穩(wěn)定和快速上升,同時(shí)為了便于

45、信號(hào)壓力較低的壓力降。氣體負(fù)載體積1 l容量可以減緩壓力和輸出波動(dòng)。</p><p>　　三個(gè)通道控制模式(計(jì)算機(jī)控制的自動(dòng)測(cè)試系統(tǒng),面板按鈕手動(dòng)測(cè)試系統(tǒng),開(kāi)關(guān)閥手動(dòng)測(cè)試系統(tǒng)),更好地滿足需求的試驗(yàn)臺(tái)工作。主控制系統(tǒng)的工作原理是:電磁閥電,EP閥根據(jù)制動(dòng)指令,火車是比例閥充氣和排氣。通過(guò)物理分區(qū)失去電力,螺線管,防止氣體管道泄漏,實(shí)現(xiàn)列車意義上的比例閥壓力維持。</p><p>　　因?yàn)樘?/p>

46、擬儀器測(cè)試軟件設(shè)置頻率較高,這種電路結(jié)構(gòu)通常使用MAC閥公司生產(chǎn)的平衡式多功能閥閥(EP)的測(cè)量和控制。模型:120 b - 501 baad,140 b - 501 baad,50赫茲頻率、靈敏度高。EP閥只有連接電源和輸入信號(hào),它不僅可以使一部分壓力,流向和流量控制系統(tǒng)構(gòu)成簡(jiǎn)單,但也便于各種等待批準(zhǔn)。EP閥的優(yōu)點(diǎn)是精度高、靈敏度高、可靠性高,可實(shí)現(xiàn)精確控制壓力管道。然而,如果控制模式、負(fù)載(氣桿、氣體阻力、空氣體積)不匹配,控制精度

47、不夠,EP閥泄漏問(wèn)題本身同時(shí),精度是在正負(fù)10 kpa的波動(dòng)和22號(hào)要求正負(fù)2 kpa試驗(yàn)臺(tái)。在實(shí)驗(yàn)中,信號(hào)壓力上升得更快,但到達(dá)信號(hào)壓力設(shè)定,由于EP閥電荷太快,理解列車荷載比例閥超載一個(gè)排水現(xiàn)象嚴(yán)重,如圖3.3。信號(hào)壓力波動(dòng)較大,不能滿足穩(wěn)定性要求。同時(shí)由于工作頻率高、頻繁開(kāi)關(guān),容易損壞,而且價(jià)格偏高,一個(gè)EP閥價(jià)格在6000元以上。</p><p>　　電磁閥是用來(lái)控制流體的方向的自動(dòng)化基礎(chǔ)元件,屬于執(zhí)行機(jī)

48、構(gòu);通常用于機(jī)械和工業(yè)控制閥門,以控制介質(zhì)的方向,從而達(dá)到控制閥門的開(kāi)關(guān)。電磁鐵作為司機(jī)的導(dǎo)閥,整個(gè)元素的性能特點(diǎn)有重要的影響,無(wú)論是穩(wěn)態(tài)精度和動(dòng)態(tài)響應(yīng)性能、可靠性和抗干擾能力或工作都在很大程度上取決于電磁體。提高電磁鐵吸力特性的綜合表現(xiàn),沒(méi)有擴(kuò)大規(guī)模,導(dǎo)閥外觀改善閥換向性能,電磁鐵在推力克服過(guò)程中的換向閥芯運(yùn)動(dòng)的各種阻力,減少消耗功率的電磁鐵,節(jié)能、小型化等,是提升目標(biāo)的電磁閥的性能。</p><p>　　電磁

49、閥的選擇應(yīng)該首先,反過(guò)來(lái),遵循安全性、可靠性、適用性和經(jīng)濟(jì)的四個(gè)原則,第二個(gè)是基于六方面的立地條件(管道參數(shù)和流體參數(shù)、壓力參數(shù)、電氣參數(shù)、動(dòng)作方式、特殊要求選擇)23 ~ 25。</p><p>　　在氣動(dòng)回路,使用四個(gè)常見(jiàn)的電磁閥,分別控制Cv2口信號(hào)(Ps)和排風(fēng)風(fēng),Cv1嘴巴總是風(fēng)(銷)充電和排氣。</p><p>　　由于虛擬儀器測(cè)試軟件設(shè)置頻率較高,一般使用MAC閥的平衡式多功

50、能閥為測(cè)量和控制閥門(EP)。模型:120 b - 501 baad baad,140 b - 140。50赫茲頻率,靈敏度高,價(jià)格相對(duì)較高。</p><p>　　普通的電磁閥的價(jià)格在60元/雙,但一般不能實(shí)現(xiàn)EP電磁閥高頻運(yùn)動(dòng),必須進(jìn)行相應(yīng)的修改。以測(cè)試計(jì)算機(jī)發(fā)送控制命令到電磁閥工作到12 ms,開(kāi)車時(shí)間太長(zhǎng),需要開(kāi)車9 ~ 10毫秒,開(kāi)車11赫茲頻率。因此,從以下兩個(gè)方面的設(shè)計(jì)驅(qū)動(dòng)時(shí)間:</p>

51、<p>　　改進(jìn)原來(lái)的MOS管+中繼模式MOS管驅(qū)動(dòng)系統(tǒng);電磁閥。</p><p>　　為了實(shí)現(xiàn)快速吸收直流電磁鐵,釋放,有兩種類型的驅(qū)動(dòng)方式:</p><p>　　硬盤(恒功率驅(qū)動(dòng)程序):</p><p><b>　　改變行程驅(qū)動(dòng)器</b></p><p><b>　　和所有其他磁盤</b&

52、gt;</p><p><b>　　軟驅(qū)動(dòng)(功率):</b></p><p>　　高脈沖、高吸水,低水平維持在吸收、高水平。日本的豐田劍桿織機(jī)使用高驅(qū)動(dòng)、低維護(hù)。軟驅(qū)動(dòng)的實(shí)現(xiàn)需要額外的設(shè)備和成本,從經(jīng)濟(jì)的角度來(lái)看,本設(shè)計(jì)采用硬盤模式轉(zhuǎn)換的電磁閥硬件部分:</p><p>　　(1)閥口,從2毫米到1毫米,緩慢的氣流;</p>&l

53、t;p>　　(2)減少驅(qū)動(dòng)頻率的低壓差;</p><p>　　(3)適當(dāng)減少電磁閥旅行0.2毫米;</p><p>　　(4)電磁閥銜鐵在每個(gè)磁盤,以減少電磁閥復(fù)位當(dāng)剩磁。</p><p>　　通過(guò)改造和電磁閥控制系統(tǒng),利用EP閥電磁閥更換,和精密的改性可以提高到正負(fù)2 kpa,但出現(xiàn)過(guò)充現(xiàn)象,因此,可以在電磁閥進(jìn)出口,0.75毫米孔板、熱使得氣流平。<

54、/p><p>　　使用四兩個(gè)雙向電磁閥和一個(gè)三通電磁閥的兩個(gè)(而不是充電,安全閥,控制原理如下:</p><p>　　1、2、DT DT控制火車的感覺(jué)風(fēng)的比例閥壓力信號(hào),3DT、4DT、5 DT,控制列車荷載比例閥出口壓力;</p><p>　　當(dāng)1 DT,2DT 失去電力,實(shí)現(xiàn)列車荷載比例閥信號(hào)風(fēng)曝氣;</p><p>　　為了防止空氣流量太大

55、,出現(xiàn)超載現(xiàn)象,在信號(hào)風(fēng)1 DT端常數(shù)孔塞位置,緩慢的流動(dòng),提高控制精度;</p><p>　　信號(hào)電荷發(fā)生風(fēng)后,通過(guò)2 DT排氣,減少信號(hào)的大氣壓力;</p><p>　　3 DT控制輸出澆注、4 DT的排氣空氣出口;</p><p>　　5 DT可以實(shí)現(xiàn)信號(hào)按照要求不同的風(fēng)空氣,但空氣流量不穩(wěn)定、控制精度低;</p><p>　　原來(lái)的基